Subaru Outback

The cabin is significantly better than that of prior Outbacks or even newer Subaru models, such as the Forester and Impreza. The dash is nicely designed, looking rather premium in the XT with its contrasting faux leather padding. (Lower trims have cloth, giving them a finer finish than a traditional, boring black dash.) We’re thrilled to see that the vertical infotainment screen with its gaudy array of colored tiles has been replaced by a horizontal screen featuring more refined graphics. This is a huge improvement. We appreciate the two rows of physical climate controls underneath; they are refreshingly simple to operate. Our only criticism is that those controls are mounted a bit low, but the trade-off is worth it. 

Like other Subaru models, the Outback makes great use of its interior space relative to its exterior dimensions. Raising the roof slightly makes the cabin feel more like a traditional SUV than a wagon, bringing added headroom. Passengers will find the cabin more welcoming for its added space. Storage is abundant, with places to stow a phone, keys, wallet, beverages, and more. The wireless charger can be turned off and used as a simple storage shelf when not charging a phone. There’s a little pocket in front of the center armrest for some small items, as well as an overhead container for sunglasses.

The second row is spacious and comfortable, with abundant headroom and good leg support. The sitting posture isn’t quite chairlike, as in some SUVs, but it is close. There is ample legroom and good foot space under the front seats.

The Outback has been renowned for its impressive ride, which manages bumps well on- and off-road. That trait continues, with the latest Outback exhibiting good absorption and body control. The 19-inch wheels and tires fitted on the XT trim may add a hint of firmness, as noted by some drivers. Outbacks with the 180-hp engine wear 17- or 18-inch wheels, whose taller sidewall may bring some softness.

The cargo area is slightly larger than before. Subaru explains that the overall volume is 2 cubic feet more. It is noticeable. The opening is also 2 inches taller. Coupled with the rather rectangular shape, it is a practical setup. There is a spare tire under the floor, and yet there is still some hidden storage there. Instead of a traditional retractable tonneau cover (the kind that is invariably in the way until it is stowed in a garage and forgotten), the Outback is equipped with a lightweight cloth cover. This can be used like a hammock to suspend wet gear on an adventurous outing, or removed and draped over the bumper to avoid scratches from loading a large dog. Plus, it is washable. Ultimately, it is a simple, clever solution.

The towing capacities are the same as last year, with the standard four-cylinder capable of pulling 2,700 pounds and the turbo engine able to tug 3,500 pounds. A trailer hitch is available. With the standard roof rails, the roof rack capacity is up from 700 pounds last year to 800 pounds this year.

The low dash, relatively thin pillars all around, nice gap between the side mirrors and windshield pillars, and tall, squared-off glass combine for good visibility. The Outback’s visibility is good for the class, though it doesn’t match the industry-leading Forester.

We shy away from criticizing designs beyond where they may affect function. After all, beauty is in the eye of the beholder, and you can plainly see what the Outback looks like. However, it is worth noting that our initial drivers universally panned the styling. Where the 2025 model had some elegance, with its chrome window accents and gentle curves, the 2026 Outback is a block, with discordant lines and odd-shaped plastic wheel arches fitted with nonfunctional “grab handles” at their apex. There is less body cladding overall than before, although the black trim around windows and shark-textured accent pieces still create a look that somehow reminds us of a hiking boot. The Wilderness is a bit wilder, as the name clearly suggests, with a faux push bar in the front. The move to horizontal headlamps serves as a modern touch. Overall, the squaring off of the roof is a significant change that moves the Outback away from its wagon roots, while still distinguishing it among the seemingly endless cavalcade of SUV competitors.

Subaru explained to CR that it suppressed noise, vibration, and harshness in the latest Outback through changes to the door panels, roof rails, structural adhesives, and many other measures. However, our initial drivers frequently commented on the noise, citing a combination of wind, road, and tire noise all disrupting the serenity of the otherwise improved cabin. Engine noise is always a sore spot with Subarus, as their flat-four engines tend to sound a bit gruff. Here, the engine is noticeable when pushed, but it settles into the background noise while cruising. The powertrain feedback is less prominent than on the Impreza and Forester, but with the price tag tickling $50,000 on this top-shelf XT, our expectations are likewise elevated. There are trade-offs with every vehicle; noise is chief among them with the Outback.

Both engines appear to be carried over at a glance, but there are some notable changes. The “revised” base engine is good for 180 hp, down 2 hp from the 2025 model, but its torque has improved. The Limited XT, Touring XT, and Wilderness trims get the 2.4-liter, 260-hp turbocharged four-cylinder engine, which has the same horsepower as last year’s turbo. Every Outback comes standard with all-wheel drive and a continuously variable transmission (CVT). The Outback comes standard with Subaru’s X-Mode setup, which adjusts the throttle, brakes, all-wheel-drive system, and traction control to improve grip on slippery surfaces. The Wilderness edition gets additional X-Mode settings for Snow/Dirt and Deep Snow/Mud.

The turbo is peppy when pushed, although there is a hint of hesitation from a standstill. The coarse boxer sound and transmission flaring (where the revs soar faster than the resulting acceleration) discourage the driver from flogging it regularly. It is quite capable, but its character favors a mild driving style. The turbo whine is subtle when accelerating, and it is fun to hear, assuming the stereo is off and your passengers aren’t flapping their gums.

The fuel-saving stop/start system is slow and rather intrusive, bringing the engine back to life with a shudder. We’d be more likely to turn this system off in the Outback than in other vehicles, and we appreciate that it has a physical button for that.

The turbo is a boon to owners who live in, or travel to, the mountains, as the force-fed induction compensates for thinner air at altitude. Bonus points for the turbo engine operating on regular gas, especially when the most SUV-like thing about this may be the fuel economy. It is EPA-rated at 24 mpg combined. (The non-turbo is rated at 27 mpg combined.)

Noticeably absent from the lineup is a hybrid powertrain. The Forester Hybrid impressed us with its balance of efficiency and performance. However, there are currently no plans to add a hybrid to the Outback.

Generally, the physical controls and infotainment screen are a significant improvement. However, we did encounter a few hiccups with our preproduction model: drivers reported mixed experiences pairing phones, voice commands sometimes didn’t work, the Home button doesn’t stay onscreen in Android Auto, and so on. A software update is expected before formal production, and we’ll be sure to evaluate the model we purchase thoroughly.

Our initial drivers had mixed feedback, as captured in our logbook. We appreciate the multiple, easy adjustments, but some drivers found the seat to be a bit flat and firm, and the bolsters too mild to hold one in place. However, others thought the seats were fine or even quite comfortable. Seats are always subjective. We evaluate these with our formal protocol on our test car.

The EyeSight driver assistance systems have been upgraded, with more processing power, new features, and new cameras and sensors. The Outback’s active driving assistance system can now operate on highways at speeds up to 85 mph with driver supervision. A new wider-angle camera is supposed to work better at spotting pedestrians and cyclists.

All trims have blind spot warning, rear cross traffic warning, reverse automatic emergency braking, lane keeping assistance, and acceleration override assist. (With that last feature, if you hit the accelerator in a situation where there is an obstacle in front, it will prevent you from crashing into it.)

The Touring and Touring XT add hands-free active driving assistance with pre-curve speed control, active lane change assist, automatic resume assist, front and side alert assist, front pre-collision braking, and emergency stop assist with safe lane selection. If the driver becomes unresponsive while adaptive cruise control is in operation, the emergency stop assist with safe lane selection can turn on the flashers, slow the car, and pull it onto the shoulder. No subscription is needed for that feature; however, automatic crash notification (ACN) is free for five years, requiring a fee after that period.

The driver attention monitor was updated, with improvements for detecting driver gaze through sunglasses.

When first behind the wheel, our drivers commented that they were getting a lot of warnings from the driver attention monitor. As they learned the car and customized settings, they reported, the warnings became less frequent. Still, the driver monitoring seems overly sensitive when eyes move to the side to check a mirror or use controls. The system smartly locks the center screen when an alert is given, cutting off one likely source for distraction. Staff agreed that when alerts were given, they were warranted, and we like such systems in cars, as they do train drivers to keep their eyes on the road.

We’ll dig deeper into these systems with the model we purchase for testing.